Driveline for a vehicle including an electric drive motor and a powershift transmission having at least two transmission stages

ABSTRACT

The invention relates to a driveline ( 1 ) for a vehicle, comprising: an electric drive motor ( 2 ); and a powershift transmission ( 3 ) comprising at least: a first transmission stage ( 3   a ) having a first input ( 5 ) drivingly engaged with the electric drive motor ( 2 ), a first output ( 6 ), a first clutching device ( 7 ), and a second clutching device ( 8 ), wherein the first input ( 5 ) is configured to be drivingly engaged with the first output ( 6 ) by engaging the first clutching device ( 7 ) and by disengaging the second clutching device ( 8 ), and wherein the first input ( 5 ) is configured to be drivingly engaged with the first output ( 6 ) by engaging the second clutching device ( 8 ) and by disengaging the first clutching device ( 7 ); and a second transmission stage ( 3   b ) having a second input ( 13 ) drivingly engaged with the first output ( 6 ), a second output ( 14 ), a third clutching device ( 15 ), and a fourth clutching device ( 16 ), wherein the second input ( 13 ) is configured to be drivingly engaged with the second output ( 14 ) by engaging the third clutching device ( 15 ) and by disengaging the fourth clutching device ( 16 ), and wherein the second input ( 13 ) is configured to be drivingly engaged with the second output ( 14 ) by engaging the fourth clutching device ( 16 ) and by disengaging the third clutching device ( 15 ).

The present document relates to a driveline for a vehicle including anelectric drive motor and a powershift transmission having at least twotransmission stages. Drivelines of the presently described type may findapplication in off-highway vehicles such as earth moving vehicles,material handling vehicles, mining vehicles or agricultural vehicles,for example.

The present application claims the benefit of priority of U. S.Provisional Patent Application No. 62/304,312 filed Mar. 6, 2016, thecontent of which is incorporated herein by reference in its entirety.

Off-highway powershift transmissions are typically equipped with atorque converter to provide a connection with an internal combustionengine (ICE). The power delivered by the ICE is absorbed via the torqueconverter and inputted to the powershift transmission. The torqueconverter acts as a fluid coupling in the power path to provide anon-mechanical connection between the ICE and the powershifttransmission. Only in the case of a lockup drive is the torque converterintentionally locked via a mechanical device to increase an overallefficiency of the torque converter. Other advantages of the torqueconverter are a damping of torsional vibrations produced by the ICE andan ability to change instantaneous speed ratio (SR) when load changesoccur in the powertrain.

For example, US 2010/0267518 A1 describes a hybrid transmission for avehicle comprising an ICE and a torque converter. The torque converterconnects the ICE with a set of direction clutches and several rangeclutches. In order to increase energy efficiency and reduce fuelconsumption, the transmission according to US 2010/0267518 A1 furthercomprises an electric machine. The electric machine is connected to anintermediate gear seat which is arranged in between the directionclutches and the range clutches.

However, there is demand for a driveline with further improvedperformance and drivability.

This object is solved by a driveline including the features of claim 1and by a method of shifting gears using the driveline according to claim2. Special embodiments are described in the dependent claims.

The presently proposed driveline for a vehicle comprises at least:

-   -   an electric drive motor; and    -   a powershift transmission comprising at least:        -   a first transmission stage having a first input drivingly            engaged with the electric drive motor, a first output, a            first clutching device, and a second clutching device,            wherein the first input is configured to be drivingly            engaged with the first output by engaging the first            clutching device and by disengaging the second clutching            device, and wherein the first input is configured to be            drivingly engaged with the first output by engaging the            second clutching device and by disengaging the first            clutching device; and        -   a second transmission stage having a second input drivingly            engaged with the first output, a second output, a third            clutching device, and a fourth clutching device, wherein the            second input is configured to be drivingly engaged with the            second output by engaging the third clutching device and by            disengaging the fourth clutching device, and wherein the            second input is configured to be drivingly engaged with the            second output by engaging the fourth clutching device and by            disengaging the third clutching device.

With respect to an internal combustion engine the output speed of theelectric drive motor of the presently proposed driveline may becontrolled faster and with greater accuracy, thereby improving theperformance of the driveline, in particular during gear shifts.Furthermore, electric drive engines may be powered using renewableenergy sources. Thus, compared to using an ICE as a power source, usingan electric drive engine may reduce carbon dioxide emissions andoperational costs.

The driveline may comprise a permanent mechanical connection connectingthe electric drive motor with the first input, that is with the input ofthe powershift transmission. In particular, the electric drive motor maybe permanently rigidly connected with the first input, for example bymeans of at least one of a torsional vibration damper and a prop shaft.Torsional vibration dampers are generally known in the art of automotivetransmissions. Preferably, the driveline does not include a torqueconverter, thereby reducing production costs and maintenance costs.

Typically, the second output, that is the output of the powershifttransmission, is drivingly engaged or selectively drivingly engaged witha vehicle output. The vehicle output may comprise at least one of adrive shaft, a differential, a drive axle, a reduction gear and a groundengaging structure such as one or more wheels, for example.

The first clutching device and the second clutching device may beconfigured as direction clutches and the third clutching device and thefourth clutching device may be configured as range clutches.Alternatively, the first clutching device and the second clutchingdevice may be configured as range clutches and the third clutchingdevice and the fourth clutching device may be configured as directionclutches. For example, the direction clutches may include a forwarddirection clutch and a reverse direction clutch, and the range clutchesmay include a low range clutch associated with a low range gear and ahigh range clutch associated with a high range gear. For example, givenan input speed and an input torque at the first input, the low rangegear may be configured to provide, at the second output, a first speedand a first torque. And given the same input speed and the same inputtorque at the first input, the high range gear may be configured toprovide, at the second output, a second speed and a second torque,wherein the second speed provided by the high range gear is higher thanthe first speed provided by the low range gear and wherein the secondtorque provided by the high range gear is lower than the first torqueprovided by the low range gear.

The direction clutches and/or the range clutches may include or may beconfigured as hydraulic clutches, electromagnetic clutches or any othertype of clutches known in the art of automotive transmissions.

The driveline may further comprise a shift controller for shifting thepowershift transmission. The shift controller typically compriseselectric circuitry including one or more programmable processing unitssuch as one or more microprocessors, one or more field programmable gatearrays (FPGAs), or the like. For example, the shift controller maycomprise a transmission control unit (TCU) for controlling thepowershift transmission, in particular for controlling the engagementand the disengagement (i. e. the opening and the closing) of theclutching devices of the powershift transmission.

The shift controller may further comprise a motor control unit (MCU) forcontrolling the electric drive motor, in particular for controlling aspeed of the electric drive motor. For example, the electric drive motormay be configured as a variable frequency controlled AC motor. The MCUmay then comprise an AC motor drive. A requested vehicle speed mayobtained by controlling the speed of the AC motor using frequencycontrol. The vehicle speed may be set in response to movement of athrottle control by an operator. Additionally or alternatively, thevehicle speed may be set based on or in response to the shift controllershifting the powershift transmission into an appropriate range gear.

The driveline may further comprise an electric power source configuredto provide electric power to the electric drive motor. For example, theelectric power source may comprise at least one of a battery pack, oneor more electric accumulators, one or more super capacitors, a dieselgenerator and a power cable.

The shift controller may be configured to perform a range shiftincluding handing over torque transmission from one of the rangeclutches to the other of the range clutches, and to, simultaneously,engage one of the direction clutches or keep one of the directionclutches engaged. Handing over torque transmission from one of the rangeclutches, the off-going or opening range clutch, to the other of therange clutches, the on-coming or closing range clutch, includes shiftingthe powershift transmission from a state in which the off-going rangeclutch is engaged and the on-coming range clutch is disengaged to astate in which the off-going range clutch is disengaged and theon-coming range clutch is engaged.

If the first transmission stage comprises the direction clutches and thesecond transmission stage comprises the range clutches, the step ofengaging one of the direction clutches or of keeping one of thedirection clutches engaged during the range shift includes rotationallylocking the electric drive motor to the first output or keeping theelectric drive motor rotationally locked to the first output during therange shift. In this manner, the electric drive motor may be used tocontrol the speed of the closed direction clutch in the firsttransmission stage and of the first output before the range shift in thesecond transmission stage is completed, that is before the on-coming orclosing range clutch is fully engaged, thereby providing a particularlysmooth shift.

On the other hand, if the first transmission stage comprises the rangeclutches and the second transmission stage comprises the directionclutches, the step of engaging one of the direction clutches or ofkeeping one of the direction clutches engaged during the range shiftincludes rotationally locking the first output to the vehicle output orkeeping the first output rotationally locked to vehicle output duringthe range shift. In this manner, the closed direction clutch in thesecond transmission stage and the first output are dragged along by thevehicle output, and the electric drive motor may be used to control thespeed of the first input before the range shift in the firsttransmission stage is completed.

For example, the shift controller may be configured to synchronize aspeed of the electric drive motor with a target speed during the rangeshift. The shift controller may be configured to synchronize the speedof the electric drive motor with the target speed by applying knowncontrol methods such open loop control or closed loop control.

The target speed may be the speed at which, given a current vehiclespeed or a current speed of the second output, the electric drive motoris intended to run when or once the range shift has been completed, thatis when or once the on-coming range clutch has been fully closed orengaged. That is, the target speed may depend on at least one of acurrent vehicle speed, a current speed of the second output, and a driveratio or gear ratio of the selected gear, that is the drive ratio orgear ratio associated with the on-coming range clutch. Thus, the shiftcontroller may be configured to determine the target speed based on theknown drive ratio or gear ratio of the selected gear, and based on atleast one of a speed of the second output and a vehicle speed. Forexample, the shift controller may be in communication with one or morespeed sensors for measuring the current vehicle speed or the currentrotational speed of the second output.

In particular, the shift controller may be configured to continuouslymonitor the speed of the second output or the vehicle speed, and tocontinuously adapt the target speed and the synchronization during therange shift based on a current speed of the second output or based on acurrent vehicle speed. In this way, the shift controller may beconfigured to adapt the target speed and the process of synchronizingthe speed of the electric drive motor to the target speed in response toan acceleration or deceleration of the vehicle during the shift. Forexample, an acceleration or deceleration of the vehicle during the shiftmay be caused by the operator changing a throttle pedal position, byfriction between the road and the vehicle wheels, or by a change in theinclination of the road.

In order to guarantee a smooth shift, the shift controller may beconfigured to compare or to continuously compare the speed of theelectric drive motor with the target speed and to initiate engagement ofthe range clutch to which torque transmission is handed only when oronly once a deviation of the speed of the electric drive motor from thetarget speed is smaller than a predetermined threshold.

The shift controller may be configured to initiate the range shiftautomatically when or once a speed of the electric drive motor reachesor exceeds an upper set point or when or once the speed of the electricdrive motor reaches or falls below a lower set point. For example, theshift controller may be configured to initiate an upshift to a higherrange gear when or once the speed of the electric drive motor reaches orexceeds the upper speed set point, and the shift controller may beconfigured to initiate a downshift to a lower range gear when or oncethe speed of the electric drive motor reaches or falls below the lowerspeed set point. Based on the construction or specification of theelectric drive motor the upper speed set point may be between 2000 rpmand 2500 rpm, and the lower speed set point may be between 800 rpm and1200 rpm, for example. However, it is understood that the upper speedset point and the lower speed set point may assume other values.Additionally or alternatively, the shift controller may be configured toinitiate the shift based on a shift request provided by an operator ofthe vehicle.

The shift controller may also be configured to increase the speed of theelectric drive motor when or once the shift to the selected gear hasbeen completed, that is when or once the range clutch to which torquetransmission is handed has been fully engaged.

The presently proposed method of shifting gears comprises the steps of:

-   -   providing the driveline according to claim 2;    -   performing a range shift by handing over torque transmission        from one of the range clutches to the other of the range        clutches; and, simultaneously,    -   engaging one of the direction clutches or keeping one of the        direction clutches engaged.

The method may further comprise one or more or all of the followingsteps:

-   -   synchronizing, during the range shift, a speed of the electric        drive motor with a target speed;    -   determining the target speed based on a gear ratio associated        with the range clutch to which torque transmission is handed        during the range shift, and based on one of a speed of the        second output and a vehicle speed;    -   continuously monitoring the speed of the second output or the        vehicle speed, and continuously adapting the target speed and        the synchronization during the range shift based on a current        speed of the second output or based on a current vehicle speed;    -   comparing the speed of the electric drive motor with the target        speed and initiating engagement of the range clutch to which        torque transmission is handed only when or only once a deviation        of the speed of the electric drive motor from the target speed        is smaller than a predetermined threshold;    -   initiating the range shift when or once a speed of the electric        drive motor reaches or exceeds an upper set point or when or        once the speed of the electric drive motor reaches or falls        below a lower set point; and    -   increasing the speed of the electric drive motor when or once        the range clutch to which torque transmission is handed during        the range shift has been engaged.

The above, as well as other advantages of the presently proposeddriveline and gear shifting method, will become readily apparent tothose skilled in the art from the following detailed description whenconsidered in the light of the accompanying drawing showing anembodiment of the presently proposed driveline and shifting method. Inthe drawing:

FIG. 1 shows a schematic of a driveline in accordance with theinvention, the driveline comprising an electric drive motor and atwo-stage powershift transmission;

FIG. 2 shows a time course of shift control parameters during a rangeshift of the driveline of FIG. 1; and

FIG. 3 shows a time course of shift control parameters during adirection shift of the driveline of FIG. 1.

FIG. 1 schematically illustrates a driveline 1 arranged in anoff-highway vehicle such as a wheel loader or a tractor (not shown). Thedriveline 1 comprises an electric drive motor 2, a powershifttransmission 3 disposed in a transmission casing 4, and a shiftcontroller 20. The electric drive motor 2 comprises a variable frequencycontrolled AC motor. The shift controller 20 includes a motor controlunit (MCU) 20 a in communication with the electric drive motor 2 forcontrolling a speed of the electric drive motor 2, and a transmissioncontrol unit (TCU) 20 b in communication with the powershifttransmission 3 for controlling the powershift transmission 3. The shiftcontroller 20 further includes a CAN bus 20 c providing communicationbetween the MCU 20 a and the TCU 20 b. The powershift transmission 3includes a first transmission stage 3 a and a second transmission stage3 b.

The first transmission stage 3 a has a first input shaft 5, a firstoutput shaft 6, a first clutching device 7 and a second clutching device8. The first input shaft 5 may be drivingly engaged with the firstoutput shaft 6 by engaging the first clutching device 7 and bydisengaging the second clutching device 8, and the first input shaft 5may be drivingly engaged with the first output shaft 6 by disengagingthe first clutching device 7 and by engaging the second clutching device8.

In the embodiment depicted in FIG. 1 the clutching devices 7, 8 of thefirst transmission stage 3 a are configured as direction clutches. Theinput shaft 5, the output shaft 6, the first clutching device 7 and thesecond clutching device 8 are configured such that when the firstclutching device 7 is engaged and the second clutching device 8 isdisengaged the first output shaft 6 turns in a first direction relativeto the direction of rotation of the first input shaft 5, and that whenthe second clutching device 8 is engaged and the first clutching device7 is disengaged the first output shaft 6 turns in a second directionrelative to the direction of rotation of the first input shaft 5,wherein the first direction is opposite the second direction. Forexample, when the first clutching device 7 is closed and the secondclutching device 8 is open, the vehicle may be configured to move in theforward direction, and when the second clutching device 8 is closed andthe first clutching device 7 is open, the vehicle may be configured tomove in the reverse direction. Here, the first clutching device 7 andthe second clutching device 8 provide the same gear ratio between thefirst output shaft 6 and the first input shaft 5. However, it isunderstood that in alternative embodiments not explicitly depicted herethe gear ratio associated with the first clutching device 7 may bedifferent from the gear ratio associated with the second clutchingdevice 8.

In the embodiment depicted in FIG. 1 the direction clutches 7, 8 may beconfigured as hydraulic clutches that may be engaged and disengaged byraising and lowering a hydraulic pressure in a clutch chamber. Forexample, the shift controller 20 is configured to control the hydraulicpressure in the clutch chambers of the direction clutches 7, 8 bycontrolling one or more control valves. However, it is understood thatin alternative embodiments of the powershift transmission 3 thedirection clutches 7, 8 may be configured as any other type of clutchknown in the art.

The first input shaft 5 is drivingly engaged with the electric driveengine 2, the first input shaft 5 thereby functioning as the input ofthe powershift transmission 3. Here, the first input shaft 5 isdrivingly engaged with the electric drive engine 2 by means of apermanent mechanical or rigid connection 17 comprising a torsionalvibration damper 18 and a prop shaft 19. The connection 17 between theelectric drive engine 2 and the powershift transmission 3 does notinclude a torque converter, thereby rendering the driveline 1particularly cost-saving.

The second transmission stage 3 b has a second input shaft 13, a secondoutput shaft 14, a third clutching device 15 and a fourth clutchingdevice 16. Generally, the second input shaft 13 is drivingly engagedwith the first output shaft 6. In the embodiment depicted in FIG. 1, thesecond input shaft 13 and the first output shaft 6 are integrallyformed. The second input shaft 13 may be drivingly engaged with thesecond output shaft 14 by engaging the third clutching device 15 and bydisengaging the fourth clutching device 16, and the second input shaft13 may be drivingly engaged with the second output shaft 14 bydisengaging the third clutching device 15 and by engaging the fourthclutching device 16.

In the embodiment depicted in FIG. 1, the clutching devices 15, 16 ofthe second transmission stage 3 b are configured as range clutches whichprovide different gear ratios between the second output shaft 14 and thesecond input shaft 13. The second input shaft 13, the second outputshaft 14, the third clutching device 15 and the fourth clutching device16 are configured such that when the third clutching device 15 isengaged and the fourth clutching device 16 is disengaged the secondtransmission stage 3 b is in a low range gear providing low speed andhigh torque at the second output shaft 14, and that when the fourthclutching device 16 is engaged and the third clutching device 15 isdisengaged the second transmission stage 3 b is in a high range gearproviding high speed and low torque at the second output shaft 14.Further, the second input shaft 13, the second output shaft 14, thethird clutching device 15 and the fourth clutching device 16 areconfigured such that the second output shaft 14 turns in the samedirection relative to the direction of rotation of the second inputshaft 13 irrespective of the gear the second transmission portion 3 b isin, that is irrespective of whether the third clutching device 15 isengaged and the fourth clutching device 16 is disengaged or vice versa.

In the embodiment depicted in FIG. 1, the range clutches 15, 16 may beconfigured as hydraulic clutches that may be engaged and disengaged byraising and lowering a hydraulic pressure in a clutch chamber. Forexample, the shift controller 20 may be configured to control thehydraulic pressure in the clutch chambers of the range clutches 15, 16by controlling one or more control valves. However, it is understoodthat in alternative embodiments of the powershift transmission 3 therange clutches 15, 16 may be configured as any other type of clutchknown in the art.

The second output shaft 14 functions as an output of the powershifttransmission 3 and may be drivingly engaged or selectively drivinglyengaged with a vehicle output. The vehicle output may comprise at leastone of a drive shaft, a differential, a drive axle, a reduction gear anda ground engaging structure such as one or more wheels, for example.

It is understood that the embodiment of the powershift transmission 3depicted in FIG. 1 is merely exemplary and that alternative embodimentsof the powershift transmission 3 not explicitly depicted here mayinclude more than two transmission stages and more than two range gears.Also, it is understood that in alternative embodiments of the powershifttransmission 3 the first transmission stage 3 a may include the rangeclutches and the second transmission stage 3 b may include the directionclutches.

The fact that the powershift transmission 3 includes two transmissionstages wherein one of the two transmission stages comprises directionclutches as described above has the advantage that the powershifttransmission 3 may be combined with drive engines that provide only asingle direction of rotation and still provide both a forward and areverse drive mode. For example, the electric drive engine 2 may beconfigured to provide only a single direction of rotation, or thedriveline 1 may be upgraded to additionally include an internalcombustion engine that could likewise be connected with the first inputshaft 5 of the powershift transmission 3.

FIG. 2 shows a time course of shift control parameters during a rangeshift of the driveline 1 depicted in FIG. 1. Before movement of thevehicle including the driveline 1, an initialization procedure isperformed. The initialization includes the following steps (not shown).First, the electric drive motor 2 is at standstill condition (zerospeed). Next, a range gear is selected. When the range clutches areconfigured as hydraulic clutches selecting a range gear typicallyincludes pressurizing the range clutch associated with the selectedrange gear (typically this is a first range gear). Lastly, a drivingdirection is selected. Again, when the direction clutches are configuredas hydraulic clutches selecting a driving direction typically includespressurizing the direction clutch associated with the selected drivingdirection. It should be noted that in invention driveline including anelectric drive motor 2 capable of operating in both directions, adriving direction stage of the transmission may not be needed.

FIG. 2 specifically refers to a range shift shifting the powershifttransmission 3 from a second forward gear to a third forward gear.However, although the embodiment depicted in FIG. 2 relates to anupshift it is understood that in alternative embodiments not explicitlydepicted here the same or similar steps may be performed during adownshift in an analogous manner. The shift control parameters whosetime course is depicted in FIG. 2 include from top to bottom: a rangeshift trigger signal 21, a range clutch control signal 22, clutch statussignals 23 a, 23 b, a target motor speed 24, an actual motor speed 25,and direction clutch status signals 26 a, 26 b.

The range shift trigger signal 21 indicates the selected range gear,wherein a jump in the range shift trigger signal 21 indicates that arange shift is initiated. The range clutch control signal 22 includeselectric signals used to control the state of the range clutches 15, 16.For example, the range clutch control signal 22 may include electricsignals sent from the shift controller 20 to the control valves thatcontrol the pressure in the clutch chambers of the range clutches 15,16.

The clutch status signals 23 a, 23 b may include measured sensor signalssent from one or more sensors to the shift controller 20 and indicatingthe actual status of the range clutches 15, 16. For example, the clutchstatus signal 23 a may represent a measured pressure signal indicating ahydraulic pressure in the clutch chamber of the range clutch 15associated with the second range gear, and the clutch status signal 23 bmay represent a measured pressure signal indicating a hydraulic pressurein the clutch chamber of the range clutch 16 associated with the thirdrange gear.

Similarly, the direction clutch status signals 26 a, 26 b may includemeasured sensor signals sent from one or more sensors to the shiftcontroller 20 and indicating the actual status of the direction clutches7, 8. For example, the clutch status signal 26 a may represent ameasured pressure signal indicating a hydraulic pressure in the clutchchamber of the forward direction clutch 7, and the clutch status signal26 b may represent a measured pressure signal indicating a hydraulicpressure in the clutch chamber of the reverse direction clutch 8.

The target motor speed 24 is the desired speed of the electric drivemotor 2 determined by the shift controller 20. And the actual motorspeed 25 represents the current speed at which the electric drive motor2 is rotating. Prior to time t₁, that is before the range shift isinitiated, the powershift transmission 3 is in the second forward gearas indicated by the values of the range shift trigger signal 21, therange clutch control signal 22, the range clutch status signals 23 a, 23b, and the direction clutch status signals 26 a, 26 b. In the secondforward gear the forward direction clutch 7 is engaged, the reversedirection clutch 8 is disengaged, the range clutch 15 associated withthe (lower) second range gear is engaged, and the range clutch 16associated with the (higher) third range gear is disengaged. Theelectric drive motor 2 is turning at a speed of approximately 2300 rpm,and as the electric drive motor 2 is drivingly engaged with the vehicleoutput the vehicle is moving in the forward direction at non-zero speed.

At time t₁ a jump in the range shift trigger signal 21 indicates that arange shift from the lower second forward gear to the higher thirdforward gear is initiated. For example, the range shift from the lowersecond forward gear to the higher third forward gear may be initiatedautomatically once the speed of the electric drive motor 2 reaches orexceeds an upper set point. Alternatively, the range shift may beinitiated based on a shift request provided by an operator of thevehicle.

As soon as the range shift is initiated at time t₁, the shift controller20 changes the control signal 22 to command the currently engaged rangeclutch 15 associated with the second range gear to disengage.Specifically, the shift controller 20 commands the control valve of theoff-going range clutch 15 to lower the hydraulic pressure in the clutchchamber of the off-going range clutch 15, resulting in a subsequentpressure drop in the clutch chamber of the off-going range clutch 15, asindicated by the decrease in the range clutch status signal 23 a shortlyafter time t₁. Further at time t₁, the shift controller 20 commands theon-coming range clutch 16 to remain disengaged and commands the electricdrive engine 2 to continue to rotate at its current speed ofapproximately 2300 rpm. As indicated by the clutch status signals 26 a,26 b, the shift controller 20 commands the forward direction clutch 7 toremain engaged and commands the reverse direction clutch 8 to remaindisengaged throughout the range shift.

At time t₂ a drop of the pressure signal 23 a of the off-going rangeclutch 15 below a predetermined threshold indicates that the off-goingrange clutch 15 has disengaged, thereby decoupling the electric drivemotor 2 from the vehicle output. That is, starting at time t₂ both theoff-going range clutch 15 and the on-coming range clutch 16 aredisengaged. However, as the shift controller 20 commands the forwarddirection clutch 7 to remain engaged throughout the range shift, theelectric drive motor remains rotationally locked to the first outputshaft 6 of the first transmission stage 3 a.

Once the off-going range clutch 15 has disengaged at time t₂, the shiftcontroller 20 lowers the value of the target speed 24 to a value thatdiffers from the current vehicle speed 25. (By contrast, during adownshift the shift controller 20 would typically raise the value of thetarget speed 24 to a value above the current vehicle speed once theoff-going range clutch has disengaged.) The shift controller 20determines the value of the target speed 24 based on the current vehiclespeed, the gear ratio of the selected third range gear associated withthe on-coming range clutch 16, and the gear ratio between the firstinput shaft 5 and the first output shaft 6. For example, the targetspeed 24 may correspond to the speed at which, given the current vehiclespeed, the electric drive motor 2 needs to rotate so that the on-comingrange clutch 16 may be engaged with minimal slip and without causingmechanical jerks.

At time t₂ the shift controller 20 sets the target speed 24 to a valueof approximately 1100 rpm. Further at time t₂, the shift controller 20starts a control algorithm aimed at synchronizing the speed 25 of theelectric drive motor 2 with the target speed 24. As a result, the shiftcontroller 20 commands the electric drive motor 2 to lower its speed 25at time t₂, resulting in a decrease of the motor speed 25 at time t₂.For example, the shift controller 20 may include a PID controller tosynchronize the speed 25 of the electric drive motor 2 with the targetspeed 24. However, it is understood that the shift controller 20 may beconfigured to run any other control algorithm known in the art.

In order to account for an acceleration or deceleration of the vehicleduring the range shift, the shift controller 20 may be configured tocontinuously monitor the speed of the second output shaft 14 or thevehicle speed, and to continuously adapt the target speed 24 and theprocess of synchronizing the speed 25 of the electric drive motor 2 withthe target speed 24 during the range shift based on the current vehiclespeed. For example, in FIG. 2 it can be observed that, starting at timet₂, the target speed 24 which is continuously updated by the shiftcontroller 20 slowly decreases in an approximately linear fashion. Thisdecrease of the target speed 24 may be due to a deceleration of thevehicle caused, for example, by friction between the road and thevehicle wheels. Further, it can be observed that the shift controller 20controls the motor speed 25 such that it asymptotically approaches thedecreasing target speed 24.

The shift controller 20 continuously compares the current motor speed 25with the continuously updated target speed 24. At time t₃ the shiftcontroller 20 determines that a deviation of the current motor speed 25from the target speed 24 has reached or falls below a predeterminedthreshold, and the shift controller 20 commands the on-coming rangeclutch 16 associated with the selected third forward gear to engage, asindicated by the change in the value of the range clutch control signal22 at time t₃. Specifically, at time t₃ the shift controller 20 commandsthe control valve of the on-coming range clutch 16 to raise thehydraulic pressure in the clutch chamber of the on-coming range clutch16, resulting in a subsequent pressure increase in the clutch chamber ofthe on-coming range clutch 16, as indicated by the steady increase inthe range clutch status signal 23 b shortly after time t₃.

The shift controller 20 may further be configured to initiate engagementof the on-coming range clutch 16 only when or once a predeterminedamount of time has elapsed since the range shift was initiated at timet₁. This predetermined amount of time may be tunable, for example.Further at time t₃, the shift controller 20 continues to update thetarget speed 24 and to synchronize the speed 25 of the electric drivemotor 2 with the target speed, resulting in an ever smaller deviation ofthe motor speed 25 from the target speed 24 as the on-coming rangeclutch 16 starts engaging. As a consequence, the on-coming range clutch16 is engaged with minimum slip and without causing unwanted mechanicaljerks.

At time t₄ the on-coming range clutch 16 is fully engaged, as indicatedby the fact that at time t₄ the hydraulic pressure in the clutch chamberof the on-coming range clutch 16 has reached its maximum value. FIG. 2further shows that at time t₄ when the on-coming range clutch 16 isfully engaged, the speed 25 of the electric drive motor 2 is fullysynchronized with the target speed 24 at a value of approximately 1050rpm. Once the on-coming range clutch 16 is fully engaged at time t₄, theshift controller 20 raises the target speed 24, resulting in an increaseof the motor speed 25.

It is understood that a direction clutch re-engagement procedure may becarried out in a similar fashion as the range shift described withreference to FIG. 2. FIG. 3 shows a time course of shift controlparameters during the process of disengaging and re-engaging the forwarddirection clutch 7 of the powershift transmission 3 depicted in FIG. 1.For example, when the operator places the both direction clutches 7, 8of the powershift transmission 3 into a neutral state of operation,whether intentionally or unintentionally, it is possible to reengage thedirection of movement clutch while the vehicle is still moving. Thiscould occur for example, because of the operator changing their mind ora particular operational situation. The direction clutch re-engagementprocedure is a variation of the range shifting procedure describedhereinabove. FIG. 3 diagrammatically represent all of the events thatneed to happen to complete the direction re-engagement procedure.

1-15. (canceled)
 16. A method of shifting gears, the method comprisingthe steps of: providing a driveline for a vehicle, the drivelinecomprising: an electric drive motor; and a powershift transmissioncomprising at least: a first transmission stage having a first inputdrivingly engaged with the electric drive motor, a first output, a firstclutching device, and a second clutching device, wherein the first inputis configured to be drivingly engaged with the first output by engagingthe first clutching device and by disengaging the second clutchingdevice, and wherein the first input is configured to be drivinglyengaged with the first output by engaging the second clutching deviceand by disengaging the first clutching device; and a second transmissionstage having a second input drivingly engaged with the first output, asecond output, a third clutching device, and a fourth clutching device,wherein the second input is configured to be drivingly engaged with thesecond output by engaging the third clutching device and by disengagingthe fourth clutching device, and wherein the second input is configuredto be drivingly engaged with the second output by engaging the fourthclutching device and by disengaging the third clutching device; whereinone of a. the first clutching device and the second clutching device areconfigured as direction clutches and the third clutching device and thefourth clutching device are configured as range clutches; and b. thefirst clutching device and the second clutching device are configured asrange clutches and the third clutching device and the fourth clutchingdevice are configured as direction clutches; the method furthercomprising the steps of: performing a range shift including handing overtorque transmission from one of the range clutches to the other of therange clutches; and, simultaneously, engaging one of the directionclutches or keeping one of the direction clutches engaged.
 17. Themethod according to claim 16, further comprising: synchronizing, duringthe range shift, a speed of the electric drive motor with a targetspeed.
 18. The method according to claim 17, wherein the target speed isdetermined based on a gear ratio associated with the range clutch towhich torque transmission is handed during the range shift, and based onat least one of a speed of the second output and a vehicle speed. 19.The method according to claim 18, further comprising: continuouslymonitoring the speed of the second output or the vehicle speed, andcontinuously adapting the target speed and the process of synchronizingthe speed of the electric drive motor with the target speed during therange shift based on at least one of a current speed of the secondoutput and a current vehicle speed.
 20. The method according to claim17, further comprising: comparing the speed of the electric drive motorwith the target speed and initiating engagement of the range clutch towhich torque transmission is handed only when or only once a deviationof the speed of the electric drive motor from the target speed issmaller than a predetermined threshold.
 21. The method according toclaim 16, wherein the range shift is initiated when or once a speed ofthe electric drive motor reaches or exceeds an upper set point or whenor once the speed of the electric drive motor reaches or falls below alower set point.
 22. The method according to claim 17, furthercomprising: increasing the speed of the electric drive motor when oronce the range clutch to which torque transmission is handed during therange shift has been engaged.
 23. The method of claim 16, wherein theelectric drive motor is configured as a variable frequency controlled ACmotor.
 24. The method of claim 16, further comprising the step oftransmitting torque from the electric drive motor to the first input bymeans of at least one of a torsional vibration damper and a prop shaft.